Speed-control equipment



.Sept. 15, I925. 1,553,6Q3;

c.. c.- FARMER ET AL 'S PEED CONTROL EQUIPMENT Filed Auz. 20. 1924 2 Sheets-sheet q INVENTORS awn: ARM ER ATTORN Sept. 1 5, 1925. I 1,553,603

C; C. FARMER ET 'AL sm'snn CONTROL E UIPMENT il iAug; 20L 934 2 Sheets-Sheet 2 l4 Ill ZZZ INVENTORS CLYDE Q F'ARMER THow, H.THOMAS ATTORNEY I 25 nections made by the 46 t e train. Across'head 12 is carri Patented Sept. 15, 192 5.

UNITED ,sTA'ras PATENT OFFICE.

canon c. ran'atnn, or rmsnunem'ann rnouas'n. rnoxas,

SYLVANIA, ASSIGNOBB .l0 THE WRTINGHOUSE AIR BRAKE COMPANY, 01' WIL- IERDING, PENNSYLVANIA, A CORPORATION 01' PENNSYLVANIA.

srnan-comnor. neulrmr;

Application filed sum 20, 1924. Serial in. 788,084.

To all whom it may concern: Be it known that we, -CLYDE C. F and THOMAS H. THOMAS, citizens of the United States, and residents, respectively, 6 of Pittsburgh and Edgewood, in the county of Allegheny and' State of Pennsylvania, have jointly invented certain new and useful Improvements in Speed-Control Equipments, of which the 'following is a specification.

i This invention relates to automatic train speed control apparatus and has for its princ1pal object to providecertain improvements in the train control equipment as disclosed in the prior pending ap lication of Clyde 0. Farmer and Thomas Thomas, Serial No. 692,970, filed February 15, 1924.

' In the accompanying drawings; Fig. 1 is a diagrammatic view, partly in section, of an automatic train speed control equipment embodying our invention; Fig. 2 a central sectional view of the brake application valve unit ofthe train control equipment; Fig. 3 a diagrammatic viewLin which the port conent positions may be traced; and Fig. 4, a

7 section on the line 4-4 of Fig. 1. p a

As in the case of our above mentioned patent application, the uipment. may comprise 80 a I overnor valve unit, a brake application va ve unit, a brake valve device 1,'and an acknowledging valve device 2. p The governor valve unit may comprise a centrifugal governor portion 3,- a change 85 speed valve portion 4, a timing portlon 5, and a magnet andpipe bracket portion 6. The governor portion 3 comprises a rotat able member 7,, having a, pinion' 8 meshing with a pinion 9, the pinion 9 being operatively connected to a locomotive axle, so as to rotate at a speed which varies according to the speed of the train. The member 7 carries governor balls 10 adapted to operate a s indle 11, in accordance with the speed of e by e spindle 11 and is adapted to operate a'series' of governor valves 13, 14, and 15, and blow down timing valves 16 and 17.

The change speed valve rtion 4 comrises a casin containin a high speed valve evice, a me ium spee ,val've device, and

rake valve in itsldifier chamber 42.

comprise a pipe bracket portion 49,

, cation suppressing portion cation portion 51,. a split reduction cut-out an 'acknowle g pilot valve device. The high speed va ve device comprises a piston 18 contained in piston chamber 19 and a slide valve 20 contained in valve chamber 21 and adapted to be operated by piston 18. The medium speed valve device com rises a piston 22 contained in piston cham r 23' and a slide valve 24 contained in valve chamber 25 and adapted to be operated by piston 22. The acknowledging pilot valve device may com rise a piston 26 contained in piston cham er 26", a valve piston 27 contained in valve cli ber. 28, and "a cavity 29 contained in Va ve chamber 30,

said valve piston 27 and the valve 29 being OI EDGE'WOOD, PENN- HEISSUED ing valve device. The high to medium speed 7 timing valve device comprises a flexible diaphragm sure in dia hragm chamber 32 and onthe opposite si etc the pressure of a coil spring 33, the" diaphragm 31 being ada 31, subject 011 one side to the pted to operate a double beat valve 34, contained in valve chamber 35. The medium to.-lowspeed valve device comprises a flexible diaphragm 36, sub ect on one side to the v pressure in a diaphra mchamber 37 and on the oppositeside to t e pressure of a coil spring 38, the diaphragm 36 being adapted to operate a valve '39 contained in spring and valve chamber 40 anda valve41, contained in valve Themagnet and i bracket -6 comprises a casing to which a t e controlling pi the governor unit are connected anfiaid casing contains a high speed magnet valve device and a medium speed magnet valve device. comprises a magnet '43 and valves 44 and 45 operable by said ma speed magnetvalve-device comprises a mag- I The high speed magnet valve device et. The medium a net 46 and valves '47 and 48, operable by the ma et46. n I v e brake application valve unit} may a brake pipe reduction ensuring and brake ppli a brake appli-' portion 52, and an equalizing discharge valve portion 53.

. The brake pipereduction ensuring and brake application suppressing P01111011 50 rcductlon ensuring valve device and a bra application su pressing valve device. The

prises a casing containing a brake pipe e brake pipe re action ensuring valve device. .may comprise a flexible diaphragm 56, s bject to the op osing fluid pressures in diaphragm cham rs 57 and 58 and to the pressure of a coil spring 58 in chamber 58, said diaphragm being adapted to operate valves 59 and 60- contained in valve chamber 61. The brake application sup-v pressing valve device may comprise-a flexible diaphragm 62, subject on one side to the pressure in diaphragm chamber 63 and on the other side to the ressure ofa coil spring 64, said diaphragm eing adapted to operate valves 64 and 65, contained in valve chamber The brake application portion 51 comprises a casing containing a brake application valve devlce, a pilot iston valve device, a reduction timing valve evice, and a reduction hold back valve device. The brake application valve device may comprise a piston 67, contained in piston chamber 68, and a slide valve 69, contained in valve chamber and adapted to be operated by piston 67. The pilot piston valve devicemay comprise a piston 71, contained in piston chamber 72 and a. slide valve 7 3, contained in valve chamber 74, and adapted to be. operated by piston 71.

' The reduction timing valve device may comprise. a piston 75, sub'ect on one side to the pressure in piston c amber 76, and a valve 77, contained in the valve and piston chamber 78 and adapted to be 0 erated by pistons 75. The reduction hold ack valve device. may comprise a piston 79, subject on one side'to the pressure in piston chamber 80, and a-valve 81, contained in valve chamber and adapted to be operated by piston v The split reduction cut-out portion 52 includes a piston 83,, contained in piston chamber 84, and a slide valve 85, contained in valve chamber 86 and adapted to be operated by piston 83.

The equalizing discharge valve portion 53 contains an equalizing discharge valve mech anism comprising a piston 87, having the chamber 88 at one side connected through pipe; and passage 89 with an equalizing reservoir 90, and a valve 91, contained in chamber 92 at the opposite side of the piston and adapted to be operated by said piston. The portion 53 also contains a reduction safety valve device comprising a flexible diam 93, subject on one side to the presphrag sure m diaphragm chamber 94, anda valve 95, contained in valve and diaphragm chamber 96, and, adapted to be operated' by sa1d valve device 1 mayco'mprise valve, chamber 102 and having a. stem 103v adapted to. engage the end of a pivoted lever 104, said lever having aprojecting portion 104 adaptedto engage a cam 104 associated with and movable by the operation of the handle 100, as more clearly shown in Fig. 4.

The acknowledging valve device 2fmay comprise a casing having a valve chamber to be operated by a handle 107.

With the brake valve in running position, as shown in Fig. 1, the brake pi e108 is 'maintained charged to the standar pressure from the main reservoir 109, fromwhich.

fluid flows through "pipe and passage 110 to valve chamber 70 and'thence, with the slide valve 69 in the normal release position as shown, through pipe and passa e 111 to the rotary valve chamber 97 of the brake valve device. In running position, fluid is supplied from the pipe 111, through ipe112 and the usual ressure reducing fees device 113 tot e brake pi e 108, byway of cavity 114 in the rotary va vs 99.

valve section, a lower casing sec- 105, containing a rotary valve 106, adapted The brake pipe 108 is connected in the usual manner to the piston chamber 92 of the equalizing discharge "alve mechanism and is also connected to the diaphragm chamber 58 of the reduction ensuring valve device.

A. capacity reservoir 115 is connected to pipe and 'assage 116 which leads to .diaphragm c amber 57 of the reduction ensurlng valve device and said reservoir is charged with fluid under pressure fromthe brake pipe 108 through passage. 117 in the brake valve device and cavity 118 of the rotary valve 98.

The equalizin reservoir 90 and the iston chamber 88 of the equalizing disc large valve mechanism are charged to brake pipe pressure by way valve 99, pipe and passage 124, and cavity 125 in the ap lication slide valve 69.

The valve 0 amber 74 ot the pilot valve of cavity 123 in the rotary 5 1,sue,eoe I device is charged with fluid at a pressure less than main reservoir pressure by way of a feed or reducing valve device 126 and pipe and passage 127. Thevalve chamber 86 of the split vreduction cut-off valve device is also charged with fluid from assa 'e 127. lfiston chamber 105 of the ac nowliedging ,vailve'2 is also charged with fluid underpre'ssure from'thef pipe 127, by Way of a cutout cock 119.

Assuming that the train is running under a high speed. signal indication, the high speed I magnet 43 will be energized andthe medium v speed magnet 46 will be deenergized. The

valve 44 will then be seated and the valve 45 unseated, so as to supply fluid at feed valve pressure from pipe 127 to passage 128, leading to piston chamber 19 of the high speed valve device, and since the valve'chamber 21 is also charged with fluid under ressure from pipe and passage 127, the piston 18 v will .be held in its inner position by'spring v129. In this position, the slidevalve 20 opens communication from valve chamber 21, through passage 130 to diaphragm chamber32' of the high to mediumspeed timing valve device and to the high to medium reservoir 131, so that said chamber and. the reservoir are charged with fluid at feed valve pressure. The diaphragm 31 thenmoves the valve 34 to close communication from passage 132 to passage 133. Passa e 132 leads from piston chamber 72 of the pi ot valve. device, past the open valve 64 of the application suppressin [valve device, and passage 133 leads to t e medium speed governor valve 13, so that communication is nowcut off from the pilot piston 71 to themedium speed overnor valve 13'. a

In t e high speed position of slide valve 7 20,'t;he diaphragm chamberi37 of the medium from feed valve passage 127 to passa' e 137, '50

piston '22 being thus subject to fluid atfeed valveressure on its opposite sides, said pis 7 ton will I 'be shifted to its inner position by tolow timing valve device and the medium fluid at feed valve pressure from valve chamberr21, through port 135 in slide valve 20, andpassage 136, so that diaphragm 36 is operated to close valve 39 and open valve 41. Fluid at feed valve pressure is then supplied leading to the piston chamber 23 of t e-medium'speed valve device. Themedium-speed spring 138.}In this position, the slide valve 24 connects the stop reservoir 139, through .paasa'ge l40 and cavity 141 in slide valve 24,

withanatmospheric exhaust port 120.

' Th0 passage 133 also. leads to the.seat of slide valve24 o'f the medium speed valve device, but. is blanked byjthe slide valve when-the valve is in its inner position, as 1, shown in'Fig; 1. Y

" the construction and o ration of the .split reduction portion-ofapplication -mos tojlo'w reservoir134 are also charged with I fluid is vented from piston c amber 23 of "137, so that sai is substantiall the same as that of our' rior heric exhaust port 120. The piston cham-.

er 84. is therefore ventedto the atmosphere, so long ,as the slide valve 24 remains in its inner position. The operation of the apparatus is such that the medium speed valve device remains in its inner position when subject to either a high or medium speed signal indication and only moves to its outer position when a low speed signal indication 1s received. v,

When the piston chamber 84 is vented to the atmosphere, as above described, the fluid pressure acting in valve'chamber 86, causes the movement of iston 83 to'its outer position. 'In this position, passage 143, leading to the second-reduction reservoir 55, isconnected, through cavity 142 in slide valve 85,

with passage 144, leading to thefirst reduction reservoir 54, so that the two reservoirs are now connected to ether and operate as a singlefrese'rvoir. hen the reservoirs 54 and 55 are connected together, the split reduction" feature is prevented from functioning.- Passage 144 is connected to exhaust port 149, through a cavity 150 in slide valve 69, when the application piston 67 is in its normal release, position, so that both reservoirs 54 and 55 are now maintained at atheric pressure. v v hen the split reduction cut-out piston 83 is in its inner position, the reduction reservoirs 54 and 55 do not communicate with each other and thesplit reduction mechanism then operates to effect a two stage reduction in bra e pipe pressure, substantially in the same manner as described in our prior ap' plication, Serial No. 692,970, hereinbefore referred y f ,Whena low speed isignal indication is received, the control apparatus 0 .erates so that medium speed iston 22 by way of pass e piston is shifted to its ou t r,

position.- In this position, a cavity -121 therein connects passage to-;pas'sage 133f and also to feed valve,

sage 133 leads to them speed governor age127. Bascontrolled valve-13, itnclfjf -the d f the.

train exceeds the medium speed limit, said valve will be held' opeii' bythe operation of the speed governor and thepassage 133 mm consequently the piston will be maintained at atmospheric pressure, the same as when the piston 22 is in its inner position.

v If, however, the speed of the train is less than the medium speed limit, the valve 13 will be closed, and the fluid pressure in piston chamber 84 will be built up by flow fromthe feed 'valve passage 127, through cavity 121, and passage 133. v

The piston 83 will then be shifted to its inner position, in which communication between the reduction reservoirs 54 and 55 is cut o'if, so that the split reduction mech "anism will now operate to effect a reduction in brake pi e pressure in two stages.-

Another eature of the present construction consists in providing a reduction onsuring valve device which will ensure that a predetermined reduction in brake pipe pressure will be obtained when the engineer makes a service application of the brakes, regardless of the standard brake pipe pressure which may be carried in the system, and which will then ensure the suppression of an automatic train control brake application. The operation of the above mentioned feature is as follows: With the brake valve in either running or holding position, the

diaphragm chamber 57 of the reduction ensuring valve device is connected to the brake pipe 108 by way of pipe and passage 116,

cavity 118 in the rotary valve 98, and pas sage 117. Diaphragm chamber 58 is also connected to the brake pipe 108 and the diaphragm 56 at this side is subject to the 35' chamber 63 of the reduction suppression valve device is therefore connected to the atmosphere by way of passage 169, cavity 166 in application slide valve 69, passage 167, through a restricted port 170 and past the open valve 59 to atmospheric exhaust port 170.

The diaphragm 62 will then be main tained in its lower'position by "s ring 64, permitting valve 64 to open.

1th valve 64 open, communication is established through passage 132, so that the pilot piston 71 is subject to operation when the automatic trai'ncontrol apparatus functions,

, due to a change in the signal indication.

When the engineer moves the brake valve 'to service position, so as to efiect a service the volume reservoir 115.

application of the brakes, the pipe and passage 116' is blanked, so that the brake pipe is cut off from diaphragm chamber 67,

which remains subject to the bottled up pressure in the pipe and passage 116 and ports controlled b to the -willreduce with the brake pipe. If the In service position, the brake valve, operates to vent fluid from the chamber 88 at one side of the equalizing discharge piston 87 and from the equalizingt'reservoir .90,

through passage 89, cavity ,125 in application slide valve 69,. passage ,/124, and through the brake valve evice. The piston 87 is then moved by the higher brake pipe pressure in chamber 92, so as to open the discharge valve 91 for venting fluid from the brake ipe.

rakeipipe 108, the pressuretherein brake pipe pressure is reduced'to an extent slightly exceeding the value of spring 58, which in the example given was twentyfour pounds, the bottled up pressure in chamber 57 will operatethe dia hragm '56 so 'as to close the valve 59 an open the -valve 60.

As chamber 58 is connected the rotary valve 98 of The closing of valve 59 ensures that operation of the automatic train control apparatus to apply the brakes will be suppressed, which will be understood from the following description of the functioning of the reduction suppression valve device;

When the equalizing discharge valve 91 1s opened by the en ineer in effecting a service application 0 the brakes, the chamber 63 is sub'ected to the pressureof fluid discharged rom thebrake pipe, and this pressure acts on diaphragm 62 against the resistance of spring 64 to close the valve 64. With valve 64 closed, communication through passage. 132 is cut ofi, so that the pilot piston 71 is prevented from operating under conditions where automatictrain controlled application 'would otherwise be efiected. When Tithe discharge valve 91 closes, due to the engineer moving the brake valve to lap of the valve 59, if the reduction in brake pipe pressure has not been-suflicient to efiect the-operation of the diaphragm 56 so-as to osition or otherwise, the pressure in cham er 63 will be vented by wayclose the valve 59. As aconsequence, the

valve 64 will be opened," so that communication is established through passage 132 and under certain conditions, the brakes will then 'be automatically, applied bythe-opera-tion of thepilot piston '71 and the 'ap li-" cation valve device. If the reduction as been sufiicient to efi'ect the closure ofvalve 59,- then the fluid. ressure in chamber 6.3 will be maintained yflow from the brake pipe 108, past the open valve 60,. and

through passage 167,-cavity 166, and passage 169 to chamber 63, and the diaphragm 62 will be maintained in its upper position,

maintaining the valve64 closed-andthus suppressing an automatic train controlled application of the brakes. a

The spring 64 is employed-to prevent the operation of diaphragm62by possible le'akage from the equalizing discharge valve 91. Said spring may be such as to require a pressure oftwenty pounds, for example, to compress same. Any leakage past the discharge valve which 1s suificient'to build up twenty pounds pressure in chamber 63 and at the same time discharge by way of exhaust port 170 would be suificient to equal a that of a service brake pipe reduction made tion, the maintaining of the reduction suptil pression valve device in its suppressing position is iacilitated by connecting the pipe and passage 167 to the brake valve-device and y providing ports in the brake valve device for connecting the ipe 167 with the brake pipe 108 when the rake valve device is in service position. In release, running, and

holding positions, the pipe 167 is connected by a cavity in the upper rotary valve 98 with an exhaust port.

Passage 167 is connected through a cavit 166 in the application slide valve 69 wit passage 169 leading to the diaphragm chamber 63, so that when the application valve device movesto brake application position, communication from the diaphragm chamber 63 to the brake valve device is cut off and thus the operation of the reduction suppression valve device to suppress an automatic train control application of the brakes is prevented if the slide valve 69 has been shifted to application position, even though the engineer should move the brake valve to service application position.

When a two sta e reduction in brake pi pressure is efi'ecte by operation of the tram control apparatus, the second stage of reduction in brake pipe pressure is produced by discharging fluid vented from the brake pipe by operation of the discharge valve 91 to a second reduction reservoir 55.

If, at the time a two stage reduction in brake pipe pressure is being effected, the engineer shouldbecome inca acitated for any reason, means are provlded whereby the reduction in brake pipe pressure will continue without regard to the reservoir 55 unless the brake-valve is turned to lap position.

For this purpose,the pipe and passage 143. leading to reservoir 55, 15

valve device. In runnin release, and holding positions of the bra e valve, said pipe lap 'position of the brake valve,

ect the suppression of an auto of the pressure the connection of the piston chamber 72 and sure from valve-chamber 74,

connected to the 1 seat of the upper rotary valve 98 of the brake the train control apparatus should operate while the brake valve remains in an one of the above positions, the discharge 0 fluid from the brake pipe by way of the discharge valve 91 will continue and will not be limited by equalization into the reservoir 55. In the pipe 143 is blanked at the brake valve, so that if the engineer moves the brake valve to lap position, the reservoir 55 will function as intended to determine the amount of the second stage of reduction in brake pipe pres-- sure.

If the engineer makes a sufficient reduction in brake pipe pressure to cause the reduction suppression valve device to operate so as to suppress a train control application of the brakes, the pi eand passage 132- leading from. the spec governor controlled valves will be at. atmospheric pressure by reason of passage 132 past'the open valve 65 tovexhaust port 132, so that when the s eed of the train has been reduced below t e speed limit indicated by the signal indication and the engineer desires to eflfect the release of the brakes by moving the brake valve to release or running position, the release may be prevented and the pilot valve 71 caused to act due to the connection of the atmospheric volume of pipe and passage 132 between the suppression valve device and the speed governor valves to that portion of the passage 132 which leads to the pilot piston chamber 72. This may-cause a sufiicient reduction in pressure in chamber 72 to effect the movement of piston 71 to application position and the consequent operat-ion of the application valve device. In.

order to prevent the above action, a. quick release reservoir 200 is provided which is connected by pipe 201 to the pilot piston side 'of the passage 132.

.Interposed in pipe 201 .is a check valve 202, the casing of whichis provided with a restricted charging port 203.- In the normal release position of the pilotpiston 71,

ipe and pas sage 132 .are charged with fluld under pres;

through a restricted port 163 in piston 71 and the release reservoir 200 is then' charged from 132 by way of therestricted port 203.

When the engineer operates the brake valve device to efiect the release of the brakes after the speed of the train has been reduced below the indicated speed limit, the suppression valve device will be operated to the position shown inFig. 2 and the fluid valve 202 to the pipe and passage 132, so as to quickly recharge said pipe and passage and thus prevent the possible movement under pressure previously stored in'the reease reservoir200 will flow past the check iao moved to application prevented from building pressure haust port 170".

1nd to the atmosphere, a

ring up of pressure,

in the diaphragm chamber 63,- w buildif permitted, might cause the movement of the suppression valve device to its suppressing position.

The restricted ort 170 is located in passage 167 so that, uid will flow through said port and then past the valve 59 to the ex- By this means, possible leakage past the valve 60, when said valve is in its closed position, can escape past the open valvef59' to .the .unrestricted exhaust port 170%" In order to provide for the release of the brakes by-the, engineer after an automatic train control application, a release valve 101 is provided. In the release, running, and holding positions of the brake valve, .the

valve 101 is held unseated by the engaaglg ment of a cam 104, movable with the valve handle 100, through the lever 104, with the stem 103 of the release'valve. When the releaseval've 101 is in its --open position, pipe and passage 160 is connected to an exhaust port 176. With the application slide valve69 in application position,

the passage 160 is connected through a cavity 161' with passage 132, so that the piston chamber 72 of the pilot iston 71 is connectr the application 1 valve device has been operated, so long' as the consequent movement of t of the pilot valve 73 to release e'fiects the movement of the app 'cation valve .device to release the brake valve device is left in one of the above mentioned positions. The release is thus prevented unless the engineer moves the brake valve device to lap position in which the release valve 101 18 allowed to seat.- The seating of the release valve 101 permits the recharging of the passage 132 and the piston chamber 72 by way of the restricted port 163 through iston and e pilot valve device to release position. The movement osition position and then. the brake valve device the brake pipe may be brakesreleased in the upon movement of to release position, recharged andthe usual manner.

The cut-out cock 119is provided ior when double head' or when 0 rating in nontrain controll territory. ormally the. cock 119 remainsintheposition shown m ,1, in which communication is es tablis ed from the feed valve device 126 to .the feed ;valve pressure pipe 127'. In double headm or when operating in non train controll territory, the cock is turn d to its cut-out position, in which communication from the feed valve device 126 to the feed valve pipe 127' is cut ofi. When operating in non train controlled territory, the train control magnets 43 and 46 w1ll be deenergized, resulting in the medium s eed piston 22 and the slide valve 24 being shifted to their outermost or low' speed position. In this position, the piston chamber 84 of the split reduction cut-out valve device is connected to the feed valve supply pipe 127* by way of pipe 133' and cavity 121 in slide valve 24.

The pipe 127 is also connected in this position with the medium speed governor valve 13, which is open when the speed of the train exceeds the medium speed hmit.

It will thusbe seen that unless the supply of fluid under pressure to the feed valve plpe 127 is'cut ofi, there would be a loss of fluidpressure when the medium speed valve 13 is open and also the possibility of operation of the split reduction cut-out valve device by fluid pressure supplied to pipe T33".

Pipe 132 is also connected to the cut-out cock 119 and said pipe it vented to the atmosphere in the cut-out position of the cock, so that on the second locomotive, in double heading with the cut-out cock 119 in its cut-out position, the o eration of the train control apparatus on-t e second locomotive will be prevented.

The pipe 127 which supplies feed valve pressure to the valve chamber 74 of' the pilot piston valve device, is not disturbed when the cock 119 is turned to its cut-out pgsition, so that the valve chamber 74 will -main reservoir pressure which actson the under side of the slide valve.

A cut-out cock 206 controls communica- I tion from the brake valve device 1 through the brake i 108 and'in double heading, on the second iiomotive, said cock is turned to its cut-out position, in which communication from the brake valve device to the brake pipe is cut 01!, the .purpose being to permit the control of the brake pipe pressure only on the leading locomotive.

he cock 206 also controls communication from the governor valve portion of the, train control apparatus to the application portion,

so that 1 the "engineer s ould neglect to turn the cut-out cock 119 to its open position, when the locomotive is taken out of double cut-out necessary brake pipe to the brake v ve will connect the app cation pipe 132 wit the exhaust port 0 the cut-out cock 119 and will thus the operation of the application porm order to a 1n, connect the heading service, the turnin of the 206to itsopen position which isp tion of the train control apparatus'so as to effect an application of the brakes.

In order .to permitthe engineer to make an emergency application of the brakes on the second locomotive in double headingwhen the cut-out cock 206 is in its closed.

. fluid from the brake pipe 108.

The piston chamber208 is connected to a pipe 212 which leads to the seat of the rotary valve 99 of the brake valve device. When the brake valve device is moved to emergency position, fluid under pressure is supplied through pipe 212 to piston chamber 208 and the piston 209 is thereupon operated to unseat the valve 211 and thus efl'ect a sudden reduction in brake ipe pressure.

Having now describe our invention, what we claim as new and desire to secure by Letters Patent is r 1. In an automatic train control apparatus, the combination with a brake pipe, of means for automatically effecting a reduction in brake pipe pressure in two stages, a valve device having positions for cutting said means into and out of action, and means operating upon a change in the signal indication for controlling the operation of said valve device.

2. In an automatic train control apparatus, the combination with a brake pipe, of means for automatically effecting a reduc tion in brake pipe pressure in two stages, a valve device having positions for cutting said means into and out of action, and means operating only upon a change in the signal indication to low s eed for effecting the movement of said va ve device to its out in position.

3. In an automatic train speed control I apparatus, the combination with a brake pipe, of means for automatically effecting a reduction in brake pipe pressure in two stages, a valve device for cutting said means.

into and out of action, a train s eed controlled governor, a valve operate by said governor for controlling the operation of sand valve device, and a valve mechanlsm movable in accordance with a'change in'the signal indication for controlling communi-' cation from said valve to said 'valve device. v v

4. In an automatic train speed control apparatus, the combination with a brake pi e, ofmeans for automatically eflecting a re uction in brake pipepressure in two stages, a valve device operated by fluid under pressure for cutting said means into ac tion, and a 'valv'e'mechanism operated upon a change in the signal indication for supplying fluid under pressure to said valve'device. 5. In anautomatic train speed control apof means for automatically efl'ecting a reparatus, the .combination'with a brake pipe,.

duction in brake pipe pressure in two stages,

a valve device operated by fluidunde'r pres sure for cutting said means 1nto action, a tram speed controlled governor, avalve o erated by said governor for venting lfluld from said valve device, and avalve mech- 7 anism operated upon a change inthe signal indication for supplying fluid underpres. sure to said valve device and for connecting said valve to said valve device.

6. In an automatic train speed controlapparatus, the combination with a brake I pipe, of means for automatically eflecting a reduction in brake pipe pressure in two stages, a valve device operated by fluid under pressure for cutting said means into action, a train s eed controlled governor, a valve operated y said governorv for venting fluid from said valve device, and a valve mechanism operated upon a changein the signal indication for connecting said valve to said valve device whereby fluid is vented from said valve device when said valve is open, said valve mechanism being ada ted to supply. fluid under pressure to sai valve devloe when said valve is closed.

7. Inan automatic train speed control 8. In an automatic train speed control apparatus, the combination with a split brake pipe reduction controlling means of a valve device operated by a-reduction influid pressure of cutting said means out of action and by an increase influid pressure for cutting said means into action, valve means operated according to the signal indication and having one position for supplying fluid to said valve device and another position for venting fluid from said valve device, a train speed. controlled governor, and a valve operated bysaid a governor for also venting fluid from said valve device, communication from said valve to said valve device being controlled bysaid valve means Y '9. In an' automatic train control equipment,'the combination with a paratus -op-' erated upon a change in the s1 al indication for effecting an application of the brakes, of a brake p1pe, a nd means operative i to revent the operation of said apparatus,

' the opposite side inc uding a sprin subject on one. si

' ated upon a change in the-signal indication prevent the operation of f'duction in brake pipe for effecting an application of the brakes, of a brake pipe, and means operative to prevent the operation of said apparatus, including a spring and a movable abutment subject on one-side to the pressure in a chamber charged from the brake pipe and on the opposite side to brake pipe pressure and the pressure of said spring.

11. In an automatic ment, the combination with apparatus operated upon a change in the. signal indication for vefiecting an application of the brakes, of a brake pipe, means operative to said apparatus, in cluding a spring and a movable abutment subject on one" side to the pressure of a chamber charged fromthe brake pipe and on the opposite side to. the brake pipe pressure and the ressure of said spring, and a brake valve device having a position for cutting ofi communication from the brake pipe to said chamber and for efl'ecting a reressure and conseon the spring si e of said abutment.

quentl 11 an automatic train control equipment, the combination with apparatus operated upon a change inthe s1 nal indication for efiecting\ an application of the brakes, of a brakepipe, a fluid pressure con trolled valve device operative to prevent the operatlon ofsaid apparatus, a valve device for controlling the fluid pressure on said fluid pressure'controlled valve device and com rlsing valve means, a spring, and a dia ragm for-operatin said valve means, sai diaphragm being su ject on one side to the pressure 'in a chamber charged from the brake pipe and on the opposite side to brake pipe pressure and the'pressureof said spring. 7 a

13. In an automatic train control equipment, the combination with apparatus-operated upon a change in theslgnal indication for eifectin' an application ofthe brakes, of a brak pipe, a fluid pressure controlled valvedevice operative to prevent-the operation of said" appa tus and com rising valve means, a spring, and a diap ragm subject to the opposing pressures of said s ring and a chamber, andmeans for con: trollin the fluid pressure in said chamber.

'14. 11 an automatic train :0 trol equipment,' the combination with bralg apparatus for efiectin anhauto atic train I control application -0 the brakes; a valve 1 device operated by fluidpressure for suppressing the operation ofsaid apparatus to train control equip-' pipe pressure to sai e pipe, of

valve device operated by fluid pressure forv suppressing the operation of said apparatus to effect an application of the brakes, means for sup-plying fluid discharged from the brake pipe in effecting a reduction in brake pipe pressure to said valve device, means operated upon a predetermined reduction in brake pipe pressure for sup lying fluid to said valve device, and a bralEe valve device having means for supplying fluid to said valve device in the service application position.

16.'In an automatic train control equipment, the combination with a brake pipe, of apparatus for eflecting an automatic train control application of the brakes, a

I valve device operated by fluid pressure for suppressing the operation of said apparatus i to effect an application of the brakes, means .for supplying fluid discharged from the brake pipe in effecting a reduction in brake pipe pressure to said valve device, means operated upon a predetermined reductlon in brake pipe pressure for supplying fluid device, and a brake valve device to said valve having means for supplying fluid to said valve device in the service a plication position and for venting fluid rom said valve device in a position in which the brakes are released. 7

17 L In an automatic train control equipment, the combination with a brake pipe, of apparatus for efl'ecting ,an. automatic train control application of the brakes, a"

valve device operated by fluid pressure for suppressing .the operation of said apparatus to eflfect an application of the brakes, means for supplying fluid discharged "from the brake pipe in efl'ectin' a reduction in brake operated u n a predetermined reduction in brake pipe pressure for supplyin fluid to said valve device, and a brake va ve de-j. V106 having means for supplying fluid to j said valve device in theserviceapplication.

ii running rom said position and for venti il 'osition.

valve device in normal '18. In an automatment, the combinatif v of apparatus for ,e ecting train control application of the brakes, a valve device operated by flui ipressure for valve, device, means v 1m) v 126 in contro equi l 1 with a brake pi g',"

an automatic.

- suppressing'the operation of said apparatus,

19. In an automatic train control equip ment, thecombination with a brake pipe, of apparatus for effecting .an automatic train control application of the brakes, a valve device operated by fluid pressure for suppressing the operation of said apparatus, and a brake valve device for supplying fluid under pressure to said valve evice upon movement thereof to effect a reduction in brake ipe pressure. v20. 11 an automatic train control equipment, thecombination with a brake pipe, of apparatus for. effecting an automatic train control application of the brakes, a valve device operated by fluid ressure for suppressing the operation of sai apparatus, and a brake valve device for supplying fluid from the brake pipe to said valve device upon movement thereof to service application position.

21. In an automatic train control equipment, the combination with a brake pipe,-

of apparatus. for eflecting an automatic train control "applicationof the brakes, a valve device operated by fluid ressure for suppressing the operation of sai apparatus,

- and a brake valve device for supplying fluid under pressure to said valve device upon movement thereof to effect an the brakes, communication from the brake valve device to said valve device being cut off upon movement'of said apparatus to efiect an application of the brakes.

22. In an automatic .train control equipment, the'liiombination with a brake pipe, of apparatus for efiecting' an automatic train control application of the brakes, a

valve device operated by fluid ressure for:

suppressing the operation of sai a paratus a brake valve device for supplying fluid under pressure to said valve device upon movement thereof to effect a reduction in brake pipe pressure, and means operating upon movement of said. apparatus to eflect a train control application for preventing the supply of fluid from said brake valve device to said valve device. 4

23. In an automatic train control equip ment, the combination with a brake apphcation valve device, of a suppression valve device operated by fluid un lication valve evice and a brake valve evice having a position for supplying fluid under pressure to said suppression valve device, communication through which fluid application of er pressure for preventing the o ration of said brake ap- -by a reduction in'presute in 24.. In an automatic train control apparatus, the combination with a brake reduction reservoir, of a brake valve device operative to efi'ect-th of fluid from the brake pipe to said reserap lication e ii scharge pipe and a voir and a brake valve device having a posi-.

tion for venting fluid from-said reservoir. 25. In an automatic train control apparatus, the combination with a. brake pipe and a reduction reservoir, of a brake application valve device operative toefiectthe discharge of a brake valve device ving a position for 26. In an automatic train control appafluid from the brake pipe to. said reservoir and ratus, the combination with a brake pipe and a reduction reservoir, of a brake application valve device operative to effect the discharge of fluid from the brake pi e to said reservoir and abrake valve device adapted in a position to connect said reservoir to release the atmosphere.

27. In an automaticv train control apparatus, the combination with a brake'pipe and a reduction reservoir, of a brake valve device operative to efiect th of fluid from the brake pipe to said reservoir and a brake valve device having a up hcation e d ischarge release position in which a-connection from said reservoir is connected to the atmosphere, and a lap osition-in which said connection is blanked 28. In an automatic train control equipment, the combination with apparatus for eflectiug an automatic train control application of the brakes and having a passage the venting of fluidfrom which is adapted to eflect the operation of said apparatus, of

a suppression valve device for controlling communication through said passage and a normally charged reservoir connected to said passage.

29. In an automatic train control equip ment, the combination with 'apparatus im" eluding a piston operable by a reduction in fluid pressure for eflectingan application of the brakes and a governor controlled valve for venting fluid through a' passage from said piston, of a suppression valve device havinfira valve for controllingcommunic'ation t ough said passage "from said piston to said governor valve and a reservoir, norllt mally charged with fluid under pressure and connected to said dpassage between said suppression valve an said: piston.

30. Inan automatic train control equipment, the combination with apparatus including a piston connectedfto .a

adapted to be 'chin'ged fvvith fluid under psure by way of ainesttictedport said piston and said piston being v said a'ssage for effectingn application of the rakes,- of 'a sterner. controlled valve for venting fluid rom said passage, a valve operable to 12} operated I cut ofl' communication from saidpiston to through which the fluid pressure on said suppression valve device is controlled, said passage being controlled by said application valve device and being connectedto the atmosphere in the application position of said application valve device.

32. In an automatic train control equipment, the combination with apparatus for effecting a train control application of the brakes, of a valve device operative to prevent the operation of said apparatus and including adiaphragm controlled by variations in fluid pressure in a passage, and a valve device for controlling the fluid pressure in said passage and including a double beat valve for controlling communication from said passage through a restricted port and then past said valve to an unrestricted exhaust port.

33. In an automatic train" control equipment the combination with apparatus for eflecting an automatic train control application of the brakes, off a brake valve de vice having an operating handle, and a re lease valve mechanically 0 rated by the movement of said handle, said apparatus including a piston operated upon a reduction in pressure in a passage, and a valve adapted cation upon movement of said apparatus to applisitlonto connect said passage with said re ease valve.

In an automatic train control equipment, the combination with apparatus for efl'ecting an automatic train control application of the brakes, of a-brake valve device having an operating handle, and a release valve mechanically operable by the movement of said handle, and adapted to be seated in a lap position and 'unseated in a brake release position of the brake valve,

said apparatus including a controlling: piston operable upon a reduction in fluid pressure in a passage and a valve adapted in the application position of said ap ratus to,

- connect said passage with said re ease valve.

35. In an automatic train control equipment, the combmation with apparatus for effecting an automatic train control application of the brakes, of a brake valve device m n gontro an operating handle, a valve for. ling the operation oat said apparatus 'the,..brakes,;,;and a cam movable tion of said valve.

' cut-outcoc v:Eor controll' die-for controllingthe opera- 36. In an automatic train control equi ment, the combination with a brake appl cation control pipe, of a cut-out cockfor controlling communication through said pipe and a second cut-out cock having a position for connecting said pipe to an exhaust ort.

37. 11 an automatic train control equlpment, the combination with a brake application portion and a speed governor portion, of a fluid pressure suplply pipe, an application pi connecting t e governor portion with t e brake application portion, a brake pipe, a cut-out cock having a position for closing communication through said supply pipe and for connecting the governor side of said application pipe with an exhaust port, and a cut-out cock having a position for establishing communication through the brake pipe, and from the governor. portion side to the application portion side of said application pipe.

38. In an automatic train control equipment, the combination with a brake ap plication portion and a speed governor portion, of an application pipe connecting the governor portion with the brake ap lication portion, a cut-out cock for controlling communication from the overnor portion through said pipe to the rake application portion, and a. cut-out cock having .a position for connecting to an exhaust port, that portion of the application ipe between the first mentioned cut-out coc and the governor portion. 1

39. In an automatic train control equip ment, the combination with apparatus for.

effecting a train control a plication of the brakes, of a brake pipe, a u1d pressure controlled valve device for ventin fluid from the brake ipe, a brake valve evice, and a communication from the brake valve device to the brake pipe, said brake valve device having a position for varying the fluid pressure on said vent valve device to o ratesame and thereby effect a reduction in brake pipe pressure.

10.- In an automatic train control equipment, the combination with apparatus or efiecting a train control a plication of the trolled valve device for ventin fluid from said brakevalve device being ada 'ted in emergency position to sup ly flui brakes, of a brake pipe, a uni pressure con-j under pressure to said vent valve. evice to operate] i the same andtheneby a reductionin brakepipe pressure.. f.

In testimony who set our hands.

LXDE c. FARMERQ- I have hereuntov olscnAlmr-zh I 1,553,603. 0lyde Farmer, Pittsburgh, and Thomas EdgewoodQ Pa. I U

SPEED-CONTROL EQUIPMEN'r. Patent dated September 15, '1925. j' ,Dis claimer filed March 27, 1934, by the assignee', The Westinghouse Air Brake Company, said 'patentee, Clyde C. Farmer, and Mable M; executrix 'of Thomas H. Thomas; deceased, concurring and assenting,

-Hereby enters this-disclaimer to those claims which are in the following words:--

- I an au atic train control apparatus,,the combination with-abrake pipe,

of means operative upon a change in. the signal indication for at one time effecting a reduction in brake pipe pressure m'a single stageand at another time in two stages.

' 2. In an automatlc train control apparatus, the combinationwitha brake pipe,

' of. means operating in accordance with the characterof thechange-inthe signal mdication 1 either efiecting e i b PiPQPressum-m st es. l 7 -W WMW24 41 a 

